Vehicle positioning and restraint apparatus

ABSTRACT

A vehicle positioning and restraint apparatus having a latching mechanism and parallel guide rails which slidably receive tiedown members attached to the underside of a vehicle for holding the vehicle in position during shipment by a carrier.

United States Patent 11 1 Cwycyshyn et al. 1 June 19, 1973 [54] VEHICLEPOSITIONING AND RESTRAINT 1,780,277 11 1930 Seeley et al 248/119 RAQPARATUS 2,521,088 9/1950 Phelps 206/46 M 3,189,313 6/1965 Burns etal....... 248/361 R 1 Inventors: Waller y y y Detrolt; Elwyn 3,605,6369/1971 Blunden et a1 248/119 R L. Kitchen, In, Troy, both of Mich.

[73] Assignee: General Motors Corporation,

Detroit, Mich Primary Examiner-W1ll1am T. Dlxson, Jr. A ttorney-J. L.Carpenter and E. J. Biskup [22] Filed: Oct. 8, 1971 21 App]. No.2187,625

521 11.8. (:1. 206/65 R, 105/368 R, 248/119 R [57] ABSTRACT [51] Int.CL... B60p 7/08, B61d 45/00, B6511 85/62 [58] Field of Search 206/65 R,46 M; A vehicle positioning and restraint apparatus having 11 220/97 R;105/369 R 363 R 363 T 369 A; latching mechanism and parallel guide railswhich slid- 280/179 A; 296/1 A; 248/119 R, 361 R ably receive tie-downmembers attached to the underside of a vehicle for holding the vehiclein position dur- [56] References Cit d ing shipment by a carrier.

UNITED STATES PATENTS 1,254,920 1/1918 3 Claims, 6 Drawing FiguresMathias 105/368 R PATENIEB J!!! I 9873 Mixers FPATENIEBJW v m SIEU30F3ATTORNEY VEHICLE POSITIONING AND RESTRAINT APPARATUS Most automotivevehicles presently made are shipped from the final assembly plants todealers on specially designed multi-level railway or highway carriers.The carriers are of the open type and the vehicles are usually loadedend to end on the carrier so as to be arranged in tandem relationship oneach level. In both types of carriers it is necessary to providetie-down devices which secure the vehicle in place so as to precludemovement of the vehicle during transit, and one method presently usedfor positioning the vehicle in the carrier consists of having the driversimply drive the vehicle onto the carrier. The vehicle is then securedby chaining the frame to the floor of the carrier. The chainingoperation consists of placing the hooked end of the chains into holeslocated in the front and rear ends of the vehicle frames and,afterwards, the chains are tightened by manually operated winches so asto cause the vehicle to be drawn downwardly toward the floor.

The above-described method of positioning and securing the vehicle tocarriers has certain drawbacks. For example, if the drivers fails toproperly position the vehicle, the chains may become loose and cause thevehicle to experience excessive lateral and longitudinal movement whichfrequently results in considerable damage to the vehicle. Apart fromthis problem, the loading and securing of the vehicles require a largenumber of personnel who must work together in order to manipulate,position, and secure the chains between the vehicle and the floor of thecarrier. As a result, the cost incurred in shipping the vehicles becomesextremely large. Another difficulty is that the open form of the carriercauses the vehicles to be unprotected from vandalism and pilferage.

The present invention is intended to alleviate the above-mentionedproblems by providing a positioning and restraint apparatus whichpermits a vehicle to be mechanically loaded onto a carrier, positivelylocated in a predetermined position, and secured to the floor of thecarrier in a manner which prevents vertical, lateral and longitudinalmovement of the vehicle. In addition, the present invention contemplatesutilizing a positioning and restraint apparatus of the aforementionedtype in an enclosed shipping container which protects the vehicle fromall forms of damage which might occur due to vandalism and flyingobjects.

In the preferred form, the present invention is incorporated in a narrowfully enclosed shipping container having a plurality of verticallyspaced floor portions. Each of the floor portions are located in ahorizontal plane and serves to accommodate a vehicle which ismechanically loaded into the container. Three elongated parallel guiderails are fixed to each floor portion along the longitudinal axisthereof and each guide rail is adapted to slidably receive a tie-downdevice fixed to the underside of a vehicle for restraining the vehiclefrom movement in a vertical and lateral direction. A latch mechanism isincluded with at least one of the guide rails for locking one of thetie-down devices in a fixed position and thereby precluding movement ofthe vehicle along the longitudinal axis of the rails. The

. latch mechanism has a hand-operated lever supported at one end forpivotal movement about a vertical axis and is formed with a pair. oflongitudinally spaced stop sections which are located fore and aft ofthe tie-down device when the latch mechanism is placed in the lockedposition.

A more complete understanding of the present invention can be obtainedfrom the following detailed description when taken with the drawings inwhich:

FIG. 1 is a perspective view showing a shipping container incorporatinga vehicle positioning and restraint apparatus made according to thisinvention;

FIG. 2 is a sectional view taken on line 22 of FIG.

FIG. 3 is a perspective view of the arrangement shown in FIG. 2;

FIG. 4 is a perspective view of a tie-down device used with thisinvention;

FIG. 5 is an enlarged perspective view showing the latch mechanismincorporated with the present invention with the lock lever positionedin the unlocked position, and

FIG. 6 is a view similar to that shown in FIG. 4 but shows the locklever positioned in the locked position.

Referring to the drawings and more particularly FIGS. 1 and 2 thereof, aportable shipping container 10 is shown having laterally spaced parallelside walls 12 and 14, a bottom vehicle supporting floor portion 16, aroof portion 18, and an end wall 20. Each side wall 12 and 14 isreinforced by a plurality of vertical and diagonal structural members 22and 24, respectively, and has an upper inwardly diverging section 26which connects with the roof portion 18. The shipping container 10 alsoincludes intermediate floor portions or decks 28 and 30, each of whichis also adapted to support a vehicle 31 in a manner as will behereinafter described. The intermediate floor portions 28 and 30 arelocated in horizontal planesparallel to the bottom floor portion 16.Thus, a fully enclosed shipping container is pro vided with one end onlyopen for reception of cargo which in this case is automotive vehicles'Asshown, the shipping container 10 is capable of storing three vehicles,afterwhich the shipping container can be placed on a railway flat carand secured thereto for shipping purposes. Although not shown, therailway flat car would carry four shipping containers of theabovedescribed type which would be placed in longitudinal alignment withthe open ends of each pair of shipping containers facing each other soas to completely close each shipping container and thereby fully protectthe vehicles from damage of the type which frequently occurs to exposedvehicles.

Each floor portion 16, 28, and 30 is substantially identical inconstruction and provides a pair of parallel 'wheel guide tracks 32 and33 between which are located three elongated parallel guide rails 34,35, and 36. Each of the guide rails takes the form of a C-shaped channeland is parallel to the side walls 12 and 14. The center guide rail 35extends substantially the full length of the shipping container 10,while the outer guide rails 34 and 36 start at the open end of theshipping container and extend for approximately one-third thelongitudinal distance thereof. Each outer guide rail 34 and 36 carries alatch mechanism 38 at the inner end thereof which, as seen in FIGS. 4and 5, comprises a base 40 that serves as a stop and also a lock lever42 having an elongated handle 44 which is accessible from the open endof the shipping container 10. The inner end of the lock lever 42 ispivotally mounted to the base 40 by a pivotal connection 46 whichpermits the lock lever 42 to be rotated about a vertical axis betweenthe positions shown in FIGS. 5 and 6, the latter figure showing thehandle retained by a clip 47. The

inner end of the lock lever 42 also carries a lock member 48 which haslongitudinally spaced stop sections 50 and 52 defined by a U-shapedcutout in the lock member 48. The function of the latch mechanism 38 isto lock a tie-down device 54 in position and prevent it from moving in afore and aft direction.

In this regard, it will be noted that a frame 56 of the type associatedwith each of the vehicles 31 is shown in phantom lines in FIGS. 2 and 3.The frame 56 is provided with three identical tie-down devices 54constructed as shown in FIG. 4. One of the tie-down devices 54 is fixedto the front cross member 60 of the frame 56 at the center thereof whilethe other two tiedown devices 54 are fixed to the frame 56 adjacent tothe rear end thereof and inboard of the rear wheels. Each tie-downdevice 54 has a T-shaped key portion 62 which can be inserted within asuitable oblong aperture provided in the vehicle frame and lockedthereto by rotating the tie-down device 90 so as to position a pair oflaterally extending arms 64 and 66 in direction parallel to thelongitudinal axis of the frame 56.

The lateral spacing of the three tie-down devices 54 on the frame 56corresponds with the lateral spacing of the three guide rails 34, 35,and 36 on each floor portion 16, 28, and 30. Accordingly, when a vehicle31 is rolled into the shipping container 10 with the tires in the tracks32 and 33, initially the tie-down device 54 carried by cross member 60enters the center guide rail 35 and, after the vehicle has moved asufficient distance into the shipping container 10, the two rear tiedowndevices 54 are then received by the outer guide rails 34 and 36. Thevehicle continues moving into the shipping container 10 until the reartie-down devices 54 engage the stop (not shown) formed in the baseprovided with each outer guide rail. At such time, the vehicle 31 isprevented from moving forwardly and assumes the position shown in FIGS.3 and 5. In this position, the vehicle 31 is restrained from vertical aswell as lateral movement and upon moving the lock lever 42 of each latchmechanism toward the associated guide rail as seen in FIG. 5, the handle44 moves over the top surface of clip 47 and then drops downwardly so asto be retained by the clip 47 as seen in FIG. 6. In this position oflock lever 42, the rear tie-down devices 54 are restrained fromlongitudinal movement due to the trapping action which occurs when thelock member 48 assumes the position of FIG. 6. At such time, the vehicle31 is completely restrained and the entire shipping container 10 can beplaced on a railway car for shipping purposes. To release the lock lever42 from the position of FIG. 6 to that of FIG. 5, the handle 44 is movedslightly toward the adjacent side wall so as to clear the retainingportion of clip 47 and then the handle 44 is moved in the oppositedirection.

It will be noted that each of the guide rails 34, 35, and 36 has theinner end thereof progressively tapered downwardly as seen in FIGS. 5and 6. This arrangement permits the tie-down device 54 to move freelywithout interference within the associated guide rail during the initialadvancement of the vehicle into the shipping container 10. When,however, the vehicle approaches the inner end of the center guide rail35, the tie-down devices 54 and, accordingly the vehicle frame 56, isdrawn downwardly toward the floor sufficiently so that a preload isplaced on the suspension system of the vehicle. This preload helpsmaintain the vehicle in position and assures that the vehicle issecurely fastened to the associated floor portion.

Various changes and modifications can be made in this constructionwithout departing from the spirit of the invention. Such changes andmodifications are contemplated by the inventors and they do not wish tobe limited except by the scope of the appended claims.

We claim:

1. A positioning and restraint apparatus for securing a vehicle to thefloor portion of a carrier, comprising a pair of laterally spacedparallel tracks for the wheels of said vehicle, three elongated guiderails fixed to said floor portion between said tracks along axesparallel to the longitudinal axes of said tracks, each of said guiderails adapted to slidably receive a tie-down device fixed to saidvehicle for restraining the vehicle from movement in a verticaldirection, a latch mechanism fixed to the floor portion and located inaxial alignment with one of said guide rails for restraining theassociated tiedown device from movement along the longitudinal axis ofsaid one of said guide rails when the vehicle is in a predeterminedposition on said floor portion, said latch mechanism including ahand-operated lever supported at one end for pivotal movement about asubstantially vertical axis and formed with stop means adapted to trapsaid tie-down device and prevent movement thereof along saidlongitudinal axis.

2. A positioning and restraint apparatus for securing a vehicle to thefloor portion of a carrier, comprising a pair of laterally spacedparallel tracks for the wheels of said vehicle, three elongated guiderails fixed to said floor portion between said tracks, each of saidguide rails adapted to slidably receive a tie-down device fixed to saidvehicle for restraining the vehicle from movement in a verticaldirection and terminating with a ta pered section for drawing thevehicle downwardly toward the floor portion, a latch mechanism locatedat one end of one of said guide rails for restraining the associatedtie-down device from movement along the longitudinal axis of said one ofsaid guide rails when the vehicle is in a predetermined position on saidfloor portion, said latch mechanism including a hand-operated leversupported at one end for pivotal movement about a substantially verticalaxis and formed with a pair of longitudinally spaced stop sections whichare adapted to overlie said guide rail and trap said tie-down device toprevent movement thereof along said longitudinal axis.

3. A container for shipping vehicles, the container having an open endand a plurality of vertically spaced floor portions enclosed by a pairof side walls, an end wall and a roof, each of said floor portions beinglocated in a substantially horizontal plane and having positioning andrestraint means for securing a vehicle thereto, a pair of laterallyspaced parallel tracks on said floor portion for accommodating thewheels of said vehicle, said positioning and restraint means comprisingthree elongated guide rails fixed to each of said floor portions betweensaid tracks along axes parallel to the longitudinal axes of said tracks,each of said guide rails being C-shaped in cross section and adapted toslidably receive a T-shaped tie-down device fixed to said vehicle forrestraining the vehicle from movement in a vertical direction, a latchmechanism secured to said floor portion and located at one end of one ofsaid guide rails for restraining one of said tie-down devices from move-6 a pair of longitudinally spaced stop sections adapted to overlie saidtrack and trap said tie-down device to prevent movement thereof alongsaid longitudinal axis.

1. A positioning and restraint apparatus for securing a vehicle to thefloor portion of a carrier, comprising a pair of laterally spacedparallel trackS for the wheels of said vehicle, three elongated guiderails fixed to said floor portion between said tracks along axesparallel to the longitudinal axes of said tracks, each of said guiderails adapted to slidably receive a tie-down device fixed to saidvehicle for restraining the vehicle from movement in a verticaldirection, a latch mechanism fixed to the floor portion and located inaxial alignment with one of said guide rails for restraining theassociated tie-down device from movement along the longitudinal axis ofsaid one of said guide rails when the vehicle is in a predeterminedposition on said floor portion, said latch mechanism including ahand-operated lever supported at one end for pivotal movement about asubstantially vertical axis and formed with stop means adapted to trapsaid tie-down device and prevent movement thereof along saidlongitudinal axis.
 2. A positioning and restraint apparatus for securinga vehicle to the floor portion of a carrier, comprising a pair oflaterally spaced parallel tracks for the wheels of said vehicle, threeelongated guide rails fixed to said floor portion between said tracks,each of said guide rails adapted to slidably receive a tie-down devicefixed to said vehicle for restraining the vehicle from movement in avertical direction and terminating with a tapered section for drawingthe vehicle downwardly toward the floor portion, a latch mechanismlocated at one end of one of said guide rails for restraining theassociated tie-down device from movement along the longitudinal axis ofsaid one of said guide rails when the vehicle is in a predeterminedposition on said floor portion, said latch mechanism including ahand-operated lever supported at one end for pivotal movement about asubstantially vertical axis and formed with a pair of longitudinallyspaced stop sections which are adapted to overlie said guide rail andtrap said tie-down device to prevent movement thereof along saidlongitudinal axis.
 3. A container for shipping vehicles, the containerhaving an open end and a plurality of vertically spaced floor portionsenclosed by a pair of side walls, an end wall and a roof, each of saidfloor portions being located in a substantially horizontal plane andhaving positioning and restraint means for securing a vehicle thereto, apair of laterally spaced parallel tracks on said floor portion foraccommodating the wheels of said vehicle, said positioning and restraintmeans comprising three elongated guide rails fixed to each of said floorportions between said tracks along axes parallel to the longitudinalaxes of said tracks, each of said guide rails being C-shaped in crosssection and adapted to slidably receive a T-shaped tie-down device fixedto said vehicle for restraining the vehicle from movement in a verticaldirection, a latch mechanism secured to said floor portion and locatedat one end of one of said guide rails for restraining one of saidtie-down devices from movement along the longitudinal axis of said oneof said tracks, said latch mechanism including a hand-operated leveraccessible from said open end of the container and supported for pivotalmovement about a substantially vertical axis, said lever being formedwith a pair of longitudinally spaced stop sections adapted to overliesaid track and trap said tie-down device to prevent movement thereofalong said longitudinal axis.